ATASA 5 th. Engine Performance Systems. Please Read The Summary. ATASA 5 TH Study Guide Chapter 25 Pages Engine Performance Systems 100 Points

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1 ATASA 5 TH Study Guide Chapter 25 Pages Points Please Read The Summary

2 1. Engine systems are those responsible for how an engine runs. Performance Emission Control Electronic

Dealing with varying speeds, loads & temperatures is

3 2. The correct amount of &, shocked by the correct amount of (spark) at correct time will yield combustion. Dealing with varying speeds, loads & temperatures is the trick. Air, Fuel, Heat Air, Spark, Gas Air, Mass, Protons

4 3. control devices are necessary because combustion isn t always complete. Performance Emission Ignition

5 4. Two broad categories for systems are distributor ignition & distributorless ignition. Ignition Charging Starting

6 5. Ignition systems must generate the spark to the air fuel mixture, maintain the spark long enough to burn all of the fuel, and the spark to meet varying demands. Snuff out, Time Ignite, Time Ignite, Spark

7 6. At high engine speeds, the spark must be. Under load the spark must be. Early, Delayed (Retarded) Retarded, Advanced Pre ignited, Detonated

8 7. ignition timing is the time the spark occurs without advance mechanisms or the PCM changing it. Chase Base Pace

9 8. All sparks must happen in the correct sequence or. Firing Order Firing Delay Firing Advance

10 9. Electronic spark control varies spark timing based on temperature, load, speed and vacuum & it has a system in which sensors readings allow compensation for changing conditions. Hydraulic Pneumatic Computer

12 10. has to be filtered and delivered to the combustion chamber in the correct quantity at the correct time and under the correct pressure. Air Fuel Heat

13 11. Versions of EFI include Throttle Body, Fuel Injection and Gasoline Direct Injection. PFI GDI Port Sport Diesel

14 11. Versions of EFI include Throttle Body, Fuel Injection and Gasoline Direct Injection. TBI PFI Port Sport Diesel

15 12. Controlling the flow of air into the engine is the job of the system. Secondary Air Air Induction Fuel Metering

16 13. Incoming air needs to be, silenced, temperature controlled, and monitored for its quantity, temperature, and density. Heated Cooled Filtered

17 14. The ideal (stoichiometric) air:fuel ratio for gasoline engines is by weight. 10:1 14.7:1 18:1

18 15. When an air:fuel mixture has more air than ideal (stoichiometric), it is said to be. Rich Average Lean

19 16. When an air:fuel mixture has less air than ideal (stoichiometric), it is said to be. Rich Average Lean

20 17. controls have the one purpose of reducing the amount of pollutants & environmentally damaging substances released by vehicles. Performance Ignition Emission

21 18. is formed by HC and NOx exposed to sunlight in stagnant air. Fog Smog Grog

22 19. is a result of unburned fuel, either from the combustion chamber or fuel tank evaporation. HC (Hydrocarbons CO (Carbon Monoxide) NOx (Oxides of Nitrogen)

23 20. is a byproduct of burning with less than the ideal amount of air. (this would be considered a rich air:fuel ratio) HC (Hydrocarbons CO (Carbon Monoxide) NOx (Oxides of Nitrogen)

24 21. is caused by nitrogen & oxygen combining during burning above 2300 F. Air consists of 79% nitrogen and 21% oxygen Above approximately 2500 ºF, 1370 ºC, nitrogen and oxygen combine Caused by high compression ratio, lean burning, high operating temps HC (Hydrocarbons CO (Carbon Monoxide) NOx (Oxides of Nitrogen)

25 22. The valve, the pump, and evaporative emission are PCM controlled. Intake, Fuel, Cookie Jar Intake, Fuel, Canister EGR, Air, Canister

26 22. The valve, the pump, and evaporative emission are PCM controlled. Intake, Fuel, Cookie Jar Intake, Fuel, Canister EGR, Air, Canister

27 22. The valve, the pump, and evaporative emission are PCM controlled. Intake, Fuel, Cookie Jar Intake, Fuel, Canister EGR, Air, Canister

28 23. The PCM receives sensor, processes information, & commands devices. Input, Output Output, Input Milk, Serial

30 24. Sensors convert conditions like temperature, speed, pressure, & position to signals. Hydraulic Pneumatic Electrical

31 25. Information (serial data) from sensors is shared between modules on the data bus. C.A.N. M.A.N. T.A.N.

32 26. In an ECU, sensor data is stored in the temporary RAM. Permanent data is stored in the. KAM NVRAM ROM

33 27. tables (sometimes called maps) contain specific vehicle calibrations and specifications. Look up Wipe up Pump up

34 28. The PCM makes decisions based on look up tables, sensor inputs, and system. Thoughts Strategy Operation

35 29. To control a system, the PCM determines the of engine operation, then the to be reached, and finally what actions are necessary to achieve the desired goal. Mode, Goal Mode, Purpose Mode, Destination

36 30. Other than basic engine operation, the PCM can also control valve timing, cylinder, electronic control, & variable manifolds. Variable, Deactivation, Throttle, Intake Variable, Activation, Throttle, Exhaust Variable, Deactivation, Compressor, Intake

37 30. Other than basic engine operation, the PCM can also control valve timing, cylinder, electronic control, & variable manifolds. Variable, Deactivation, Throttle, Intake Variable, Activation, Throttle, Exhaust Variable, Deactivation, Compressor, Intake

38 30. Other than basic engine operation, the PCM can also control valve timing, cylinder, electronic control, & variable manifolds. Variable, Deactivation, Throttle, Intake Variable, Activation, Throttle, Exhaust Variable, Deactivation, Compressor, Intake

39 31. Non engine functions that are controlled by the PCM include AC operation, transmission shift solenoids, cruise control, and transmission torque converter clutch engagement. Compressor Evaporator Condenser

40 32. OBD I systems were first used in was required starting with the 1996 model year. OBD Next Gen OBD II OBD III

engine misfire detection, evaporative system, secondary air, and exhaust gas

41 33. OBD II required 20 basic data parameters in the serial data stream and functions which are self tests of such things like catalyst efficiency, engine misfire detection, evaporative system, secondary air, and exhaust gas recirculation flow rate. (continuous & non continuous) Monitor Sequencing Protocol

42 34. OBD II systems must illuminate the MIL if emissions exceed times the allowable standard

43 35. In the OBD II DLC, of the 16 pins have been assigned specific data or tasks. The DLC should always be located within a foot to the right or left of the steering wheel & must be accessible

44 36. Through the SAE J1930 standard, OBD II mandated that common terms & for all engine & emission controls be used for gasoline & light duty diesel vehicles. Acronyms Mnemonics PIDS

45 37. is on its way, including ways to automatically read DTCs off of a vehicle by phone, radio, or satellite without a direct hook up. This reduces time between detection of a problem & repair. OBD III OBD IV OBD V

46 38. Modes of operation in an electronic control system are often called control. Input Process Output Input Process Output Scoops Protocols Loops

47 39. loop is called a feedback system with detection, data digestion, action & re checks. (obedience & rationality) Open Closed Fail Safe

48 40. loop does not use feedback & is therefore a time of slightly more pollution from the vehicle and less performance. Open Closed Fail Safe

49 41. Fail safe or mode is when the PCM takes control of the system if critical input is lost or is well out of range. It allows the engine to run until the driver reaches a service location. Open Closed Limp in

50 42. Adaptive is a plan for the timing and control of computercontrolled systems during different operating conditions. Adaptations usually have short term and long term strategies. Performance Strategy Methods

51 43. OBD II monitors parameters or conditions of operation for detection of failing systems & will actually illuminate the MIL during out of range operation, before a complete system failure. Late Early Modular

52 44. Some monitors run. (Fuel Trim, Misfire, & Comprehensive Component) (also known as OBD II readiness monitors) Intermittently Continuously On Demand

53 45. Non continuous monitors only run when certain or operating conditions have been met. These criteria may be OBD II drive cycles, trips, or warm up cycles. Enable Criteria Event Criteria Enhancing Criteria

54 46. The OBD II drive cycle must occur before can take place & any DTCs can be set. In a complete drive cycle all monitors followed by the catalyst are done. Self Diagnosis Self Monitoring Self Activating

55 47. Unfortunately an OBD II drive cycle is not standard for all manufacturers. True or False

56 48. An OBD II is a drive cycle that meets all enable criteria required for a monitor to run. Run Trip Fall

57 49. An OBD II cycle is the period of time from when the engine is started to when the engine temperature has increased by at least 60 F and has reached at least 160 F. Drive by Warm up Cool off

58 50. Data from upstream & downstream sensors is used for the catalyst efficiency monitor. Hydrogen Nitrogen Oxygen

59 51. Cylinder monitoring is done by measuring the contribution of each cylinder to total engine power. The CKP is used to detect crankshaft deceleration & acceleration for misfire monitoring. Performance Misfire Detonation

60 52. A Type misfire (happens 2% to 20% of the time) is checked for in 200 RPM increments. A B C

61 53. Type A misfires illuminate the MIL & the PCM shuts off to the malfunctioning cylinder. Fuel Air Coolant

62 54. Type misfire is checked over a 1000 RPM period of time. Type B misfires set a pending DTC. A B C

63 55. Fuel is continuously monitored. (CCM) Both Term (STFT) & Term (LTFT). Trim, Short, Long Shave, Short, Long Style, Short, Long

64 56. Lean to Rich & Rich to Lean sensor response time are monitored 1x drive cycle. Crankshaft Camshaft Oxygen

65 57. system monitoring varies with vehicle. (flow rate, position, MAP change, pressure feedback) EGR AIR EVAP PCV

66 57. system monitoring varies with vehicle. (flow rate, position, MAP change, pressure feedback) EGR AIR EVAP PCV

67 58. system monitors check for system integrity against leaks and for purge flow. EGR Evaporative Secondary Air

68 59. system operation can be checked by diverting air flow upstream of the HO 2 sensor and then monitoring it s response. (voltage should drop since lean exhaust = low volts) EGR Evaporative Secondary Air

69 60. Since 2002, all vehicles monitor operation and set a pending code if required engine temperature is not reached in a specified period of time. Heater Core Evaporator Thermostat

70 61. The system can be monitored by watching HO 2 S signals for consistent lean readings. EGR AIR EVAP PCV

71 61. The system can be monitored by watching HO 2 S signals for consistent lean readings. EGR AIR EVAP PCV

72 62. The component monitor is a continuous monitor that looks at inputs & outputs that would affect emission levels. Checks for out of range values and rationality checks are done. Evaporative Comprehensive Selective

73 63. Not all problems will activate the MIL or store a DTC. True or False

74 64. According to OBD II regulations, the must illuminate the when a problem that affects emissions is detected. A misfire that is CAT damaging will constantly blink the MIL. PCM, DTC PCM, DLC PCM, MIL

75 65. DTCs only indicate the & the where a fault has been detected. Circuit, System Time, Place RPM, Temperature

77 66. There are 1 trip, 2 trip, and DTC s. **All 5 character DTCs begin with a letter. P = B = C = U = Pending Spending Frozen P = Powertrain, Powder Keg, Pontiac B = Body, Basic, Banana Boat C = Cruise, Chassis, Common U = Undefined, UART, Universal Asynchronous Receiver Transmitter

78 67. The snapshot feature in the PCM is officially known as. Freeze Frame You Tube Movie Trailer

79 68. A freeze frame of actual values (not adaptive strategy) is captured when a DTC is set. True or False

80 69. Scanners offer a look at 9 test modes: Mode 1 is or serial data mode Mode 2 is data access mode Mode 3 is used to observe stored Mode 4 is PCM mode that allows DTCs to be cleared from the RAM Mode 5 is the sensor monitoring test. It shows stored values during a test cycle Mode 6 is the state mode of the non continuous monitored systems Mode 7 reports the test results for the monitoring systems (Fuel, CCM, Misfire) Mode 8 allows the bi directional control to do functional tests of systems Mode 9 has the, calibration identification, calibration verification for the vehicle

81 69. Scanners offer a look at 9 test modes: Mode 1 is PARAMETER IDENTIFICATION or serial data mode Mode 2 is FREEZE FRAME data access mode Mode 3 is used to observe stored DTC s Mode 4 is PCM RESET mode that allows DTCs to be cleared from the RAM Mode 5 is the OXYGEN sensor monitoring test. It shows stored values during a test cycle Mode 6 is the OUTPUT state mode of the non continuous monitored systems Mode 7 reports the test results for the CONTINUOUS monitoring systems (Fuel, CCM, Misfire) Mode 8 allows the TECHNICIAN bi directional control to do functional tests of systems Mode 9 has the VIN, calibration identification, calibration verification for the vehicle

82 70. Troubleshooting is a approach to diagnosis along with the use TSBs & repair data. Diagnostic Guesswork Uninformed

83 71. faults are hard to diagnose, but are most often caused by faulty connections. Frozen Continuous Intermittent

84 72. By the push of a key, scan tools can do a snapshot while on a drive as a problem occurs. Test Rest Pest

85 73. In Mode 6: TIDs are IDs and CIDs are IDs and are hexadecimal values. Test, Content Tuning, Content Test, Component

86 74. had limited data, no freeze frame, & could blink the MIL to give DTCs in self test mode. OBD I

Auto Diagnosis Test #7 Review

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